Interview starts at 8:30 AM. Two pilots are scheduled to meet with Eric, the pilot recruiter and you wait on a big red couch. Eric introduces himself at 8:30 AM sharp and both pilots are shown into a conference room. The first half of the day is a presentation by Eric on the company, working at Flight Options, the future, and benefits/pay information. He then opens the floor to questions. Very casual and informal setting. He will not ask you any questions at this point. Be sure to prepare some questions before arriving as you don’t want to just sit there staring at Eric for 2 hours. After the initial meeting with Eric is a tour of the facility including the Operations Control Center which looks like NASA mission control and is scheduled to double in size next year. Really neat stuff. After the tour is a 30-minute lunch break before the afternoon sim session.

The sim session is pretty straightforward and takes place in a King Air B200 sim with visuals (no motion). Bob, the sim instructor will provide the entire gouge on the power settings, etc. The profile is first pilot takes off from 6R at RYN and departs on vectors to intercept the V16 to IWA. After intercepting the airway you will be given holding instructions to hold at Stanfield VOR. Be sure to ask for a wind report as we encountered strong crosswinds that may push you out of the protected area. Don’t forget to you’re your SIC get the arrival ATIS while in the hold. After a couple of turns in the hold its radar vectors for the ILS 30C at IWA with the ceiling reported as 400 ¾.The ILS was pretty simple but one thing to keep in mind is the visuals give a false perception of your approach path to the runway when you break out so most people end up going low and touching down on the numbers and in some cases hitting the approach lights. Add a little power and keep this in mind when you break out and you should be fine. After landing it’s a short break and the pilots switch. Second pilot does the identical profile except from IWA to the ILS 6R at RYN. One thing to keep in mind going back to RYN is there is no outer marker or DME to identify the IAF and FAF so make sure you tune another VOR to get the DME off the lead in radial so you can maintain situational awareness (I believe this was Tucson VOR 114.80). The sim ride is meant to check your instrument scan and CRM procedures. Use the guy in the right seat to tune your radios, run checklists, get clearances, and pull gear. The sim is VERY pitch sensitive but if you maintain a good scan and don’t chase the VSI you’ll be OK.

After the sim was an interview with a Program Manager. This is the only part of the day where you will be separated from the other pilot candidate. Starts off with an explanation of scheduling system, maintenance procedures and their commitment to safety. Then its onto some questions on your background and he may review your logbooks. Then they will pull out some approach plates and ask you to brief an approach. ASE and EGE are popular as they are mountainous airports they fly into a lot and utilize procedures that are slightly different than the average airport. Be able to determine if you are legal to depart under Part 91 for the reported weather. The key to this is climb gradient. Know what a missed approach point means. At ASE and EGE you cannot get a visual on the airport at the MAP and still descend and land, as the descent rates would be over 2500 FPM. Know how to determine the VDP for a stable descent to the airport. HAT/300 will give you the distance, which at most of these airports is 6-8 miles. Some of the other questions where: Have you thought about an airline career? Why Flight Options? Would you be comfortable being away from home 8 days at a time? Do you mind cleaning out airplanes and the lav if necessary while on the road? Why do you want to leave your present job? Nothing tricky and no technical questions on FARs, etc. He will then open to floor to more questions about the operational side of Flight Options such as maintenance issues. Last about 45 minutes.

After this is done Eric will come back in and ask if you have any further questions. He will then tell you that the next step is to complete a background check, which takes 1-2 weeks, and to expect a call with a hiring decision if everything checks out. Around 4:30 PM its back to the airport and airline back home.

Travel arrangements. Flight Options will not only airline you to and from the interview but they also pay for your hotel and rental car (and even the gas!!!).

As far as the future we were told Flight Options plans on hiring 15-20 pilots a month through the end of the year and plans to employ 2500 by 2005. They have 115 airplanes on order including Hawkers, Premiers, Horizons, Beechjets, King Airs and the Envoys. Very solid company with a bright future. They emphasize safety and take good care of their pilots. Pay is currently the highest among the fractionals and they intend to remain that way so all eyes are on the EJA contract negotiations. You can live anywhere you want and they have a great 8 on/7 off schedule. Upgrade times are 12-18 months. Most new hires start as SIC in the King Air but moving into a jet SIC slot after 3 months is common.

Don’t sweat the interview. They wouldn’t call you unless they wanted you and unless you come off as a jerk with a huge ego the job is yours. If you are called its your job to lose.

As far as the competitive mins. Most new hires have corporate jet and 135 experience and a type rating. Turbine time especially PIC is a big plus. Times aren’t a big issue as they hire the person not the logbook. The key is a recommendation from a current pilot. They take those very seriously and will put you at the top of the list.